A few years back I suggested that someone could take the FI system from a BMW twin and convert it for use in a 914. You would need to run two systems in parallel the same way Ferrari uses two FIAT 4-cyl FI systems on their V8 engined cars. For 2004 BMW is getting 100HP and 85Ft. Lbs. of torque from their 1200cc Air/Oil-cooled Twin... imagine what could be done with one of Jake's 2270 combos and this really modern type FI. When the mechanical bits are built and balanced correctly the electronics can really enhance the engine's ability to create power simply by making sure the air, fuel, and spark are always working their best.

For anyone interested below is the info BMW has provided outlining their all new engine management system for 2004.

New engine management featuring two oxygen sensors, modified dual ignition and knock control

The new R1200 GS increases the lead BMW Motorrad has in the area of electronic engine management. The Digital Motor Electronics, codenamed BMS-K (BMW Engine Management System), is an in-house development tailored specifically to the requirements of a motorcycle. Specific features include fully sequential fuel injection, integrated knock control, faster processing of complex sensor signals by means of the most advanced microelectronics, compact layout and low weight.

The principle of indirect air volume monitoring and control by means of the throttle butterfly angle and engine speed (alpha-n control), carried over from BMW's existing motorcycles, has been further enhanced on the R1200 GS, creating a concept referred to as torque-based engine management.

The basic parameters that determine the optimum engine operation point are still engine speed and throttle butterfly angle (monitored by a separate potentiometer on each cylinder). Applying additional engine and ambient parameters (such as engine temperature, air temperature, and air pressure), engine management, together with control maps and correction functions (contained within the system) tailor the injection volume and ignition timing exactly to engine's current requirements. Taking many factors into account, the system is able to control torque with supreme accuracy, adjusting engine operating conditions perfectly in all relevant parameters.

Fuel is injected into the intake duct exactly as required and exactly on time for the intake cycle of the respective cylinder (fully sequential fuel injection). With one oxygen sensor being allocated to each cylinder, fuel/air composition is controlled individually in each cylinder according to current requirements. Both oxygen sensors are arranged close to the engine in the respective exhaust manifold, thus ensuring individual and even more precise emission management. Whenever necessary, the fuel/air mixture can be adjusted much faster than before and with individual control and adjustment of each cylinder.

The positive results of this process are exemplary emission management, greater fuel economy, improved riding conditions, and an even finer response to the rider's commands.

BMS-K also incorporates all the functions of automatic idle-speed control as well as cold start enrichment with warm-up control. An appropriate increase in idle speed while warming up is ensured automatically and exactly by so-called "idle-speed steppers" (controlled bypass ducts for additional air) integrated in the throttle butterfly manifolds, together with a corresponding adjustment of the fuel injected.

Featured in all BMW Boxers since 2003 (with the exception of the 850cc power units), dual ignition has been further modified and improved on the R1200 GS. The auxiliary spark plug is now arranged at the outer edge of the cylinder, the ignition timing of both plugs being freely programmable as a function of load and engine speed in order to further optimise running smoothness, emission management, and fuel economy. Referred to as "phase shift", this adjustment process is maintained consistently all the way from part load to full load.

In practice, this means different ignition timing points on both spark plugs in defined control map areas. When approaching full load, where dual ignition no longer provides any benefits, the phase shift effect is so large that the spark crosses over on the auxiliary plug in the expansion cycle (60 degrees at TDC). For all practical purposes this corresponds to single ignition on the central spark plug under full load.

The BMW R1200 GS introduces a new system of knock control, never before used in a motorcycle engine. Knock combustion is recognised by a solid-body sound sensor matched specifically to the cylinders. Receiving appropriate signals, the electronic engine management will recover the ignition angle (i.e., it retards the angle) and protect the engine from possible damage. Engine temperatures are also taken into account in evaluating the signals and help to supplement the safety function.

Benefitting from knock control, the geometric combustion ratio on the engine has been increased to 11:1, certainly a remarkable figure for an air/oil-cooled engine with cylinders of this size. Fuel consumption also benefits - the R1200 GS being almost eight per cent more fuel efficient than its predecessor in the EU2 test cycle.

Designed for unleaded fuel (RON 95) the engine, thanks to
knock control, can also run on lesser fuel qualities (RON 91) sometimes found in other countries, without requiring any kind of manual intervention or adjustment. Within available limits, knock control adjusts the ignition angle automatically to the fuel on which the engine is running.

Interacting with a wide range of sensors, knock control adjusts to even the most extreme conditions and requirements, for example with the engine having to withstand extremely high temperatures and thermal exposure in desert areas. To provide this reliability, the electronic engine management adjusts engine operating parameters to ensure supreme reliability under all conceivable operating conditions.

Innovations in the on-board network - the BMW Motorcycle Single-Wire System (SWS)

Another special feature of the R1200 GS is the new on-board electrical system. The term Single-Wire System describes a highly innovative on-board network using electronics and CAN-bus technology (Controller Area Network) to offer functions and features never before seen. Reducing the number and length of cables required, this network offers a much wider range of functions than a conventional on-board network, information being transmitted along just one single path (hence "single-wire") as opposed to the double-wire system otherwise required.

Apart from a wide range of functions, the main advantages of this intelligent combination of electrics and electronics are lighter wiring harnesses, substantial resistance to interference, and a complete range of diagnostic functions. A further point is that the system may be flexibly expanded by simple updates.

The basic principle of the Single-Wire System is to connect all control units, sensors, and power-consuming items via one single, common wire in order to form a complete network transmitting all signals regardless of their subsequent function. In other words, all information is readily available at all times for all the components.

Signals are assigned and transmitted to the respective power-consuming item at junction points in the electronic system of each control unit. Here the signals, or data, are processed and then used to activate the functions desired in the respective component. This eliminates the need for elaborate cabling (required for each function operating through a separate wire) thus reducing potential effects and errors in a conventional on-board network using a large number of cables. This is an important factor in contributing to a system's high standard of reliability.

All control units are connected to one another and are able to communicate directly and exchange data in a bi-directional mode. This allows simple and comprehensive diagnosis of the entire system from one central point - the electronics incorporate suitable programs in order to filter out unimportant data and interference signals within a defined tolerance. It therefore makes the system less sensitive to electromagnetic disturbance.

In all, the new R1200 GS comes in standard trim with three control units (the cluster instrument represents a control unit in its own right). The control unit for the Digital Motor Electronics (BMS-K) is not only responsible for the engine management (already described) but also transmits all data to the central diagnostic system. Central Suspension Electronics (CSE) serves to mastermind the electrical units and functions not specific to the engine.
And if the motorcycle is fitted with Integral ABS and an anti-theft warning system (as an option) the control units are also integrated in the network.

There is no need for conventional fuses at any point throughout the on-board network, the electronic processor simply switches off the function involved in the event of a short-circuit or malfunction. Subsequent diagnosis will quickly trace and remedy the defect. Since other functions are not affected, the network philosophy featured on the R1200 GS therefore offers further advantages in reliability and failsafe operation.

The control units also provide relay functions, only the starter being controlled via a conventional relay.

BMW builds some of the finest motorcycles with many technical innovations; they had shaft drive on most of their production cycles in the early 1900's. Impressive article on their latest technology-it’s coming to more and more new cars as a way to manage electronics. High voltage systems will replace our current high AMP and low voltage systems to better manage more current flow. A number of years ago they came up with a way to modulate braking on both front and rear motorcycle brakes using only one foot or handlebar lever. Their latest 745i sedan uses no throttle body to regulate air flow in the engine- they modulate the lift of each intake and exhaust valve. Won’t be too long where the only car of yours you’ll be able to work on is your 914!

attached pic for your enjoyment- nothing to to with topic

I have a member of my team that will be attending the "School of fuel injection" very soon.

Be looking for some trick EFI stuff to come out of here a tad later on..

It won't be cheap at all, but lately guys will pay anyway. Lots of ideas in my head at the moment.

"Linked braking systems" like those used by Honda and BMW are NOT universally regarded and an enhancenment in motorcyclist circles.